KR100888294B1 - 6-speed power train of automatic transmission - Google Patents

Abstract

The present invention is a simple structure that combines one simple planetary gear set, one compound planetary gear set, three clutches, and two brakes that mutually restrain double pinion planetary gear sets and single pinion planetary gear sets. It is possible to reduce the volume and overall length of the automatic transmission by implementing the gearshift of 1 reverse speed, reduce the weight of the automatic transmission, reduce the manufacturing cost, and improve the mountability of the vehicle. The goal is to provide a six-speed power train.

The present invention for achieving the above object, is connected to the first planetary gear set (PG-1) and the input shaft 10 and the first planetary gear set (PG-1) connected to the input shaft 10, respectively A second planetary gear set PG-2 connected to the output shaft 20 and the first planetary gear set PG-1 and the second planetary gear set PG-2, respectively; It is configured to include a third planetary gear set (PG-3) connected to; The first planetary gear set includes a first operating element N1 serving as an equivalent input element, a second operating element N2 serving as a fixed element, and a third outputting element for outputting power at a reduction ratio. An actuating element N3; The second planetary gear set PG-2 and the third planetary gear set PG-3 may include a fourth operating element N4 serving as a transition input element or a fixed element, and a fifth acting as a transition input element. An operating element N5, a sixth operating element N6 acting as an equivalent input element or a fixed element, and a seventh operating element N7 connected to the output shaft 20 are provided.

Automatic transmission, 6 speeds, power train, planetary gear set, clutch, brake

Description

6-speed power train of automatic transmission

The present invention relates to a six-speed power train of an automatic transmission, and more particularly, to a six-speed power train of an automatic transmission that implements six forward speeds and one reverse speed.

Automatic transmissions have been tried in various forms to change the engine's power to suit the running load. However, the transmission is generally generalized to include a gear train including a planetary gear and a hydraulic control device for manipulating the gear train.

The gear train is configured to form a specific shift stage by an operation combination of a friction element such as a clutch or a brake operated by the hydraulic control device, so that the hydraulic control device is automatically controlled by the driving state of the vehicle and the driver's operation. When operated, the gear shift to the desired speed shift stage is achieved.

As the speed change stage of the automatic transmission is formed in multiple stages, power output from the engine can be transmitted to the driving wheel with higher efficiency, thereby improving fuel economy, acceleration performance, and speed change quality.

Conventional planetary gearsets used in gear trains of automatic transmissions in order to realize a six-speed shift stage or more are used in the ravenue type. The planetary gearsets of the lavender type have long pinions and short pinions. It has to be a structure that supports at the same time, there is a difficulty in the production of the carrier, it is difficult to support more than four pairs of pinions due to space constraints, and in order to transmit power of high torque, the width of the gearbox must be increased or the pinion must be made large, resulting in a large transmission. There is a disadvantage.

In addition, the lavender type planetary gear set is to secure the power transmission path of the carrier and the ring gear, to have a structure that can control the power through the friction element of the two sun gears respectively engaged with the long pinion and short pinion, Inevitably, the two sun gears must be formed in an overlapping hollow shaft structure, and one sun gear must completely penetrate the inside of the other sun gear. In addition, the two superimposed hollow shaft structures act as a major obstacle in forming a flow path of oil transferred radially from the center axis of the transmission, thereby having a structural problem of poor lubricity inside the transmission. have.

On the other hand, there is always a request to reduce the volume and overall length of the automatic transmission and simplify the structure to improve the mountability on the vehicle, reduce the weight and reduce the manufacturing cost.

Accordingly, the present invention has been made in view of the above-mentioned matters, one simple planetary gear set, one double planetary planetary gear set and one compound planetary gear set, three clutches, which restrain the single pinion planetary gear set, and It is a simple structure that combines two brakes, and realizes 6 forward speed and 1 reverse speed to reduce the volume and overall length of the automatic transmission, reduce the weight of the automatic transmission and reduce the manufacturing cost. The aim is to provide a six-speed power train for an automatic transmission that allows for improved mountability.

To achieve the above object, the present invention provides a first planetary gear set connected to an input shaft, a second planetary gear set connected to the input shaft and the first planetary gear set and connected to an output shaft, and the first planetary gear. A third planetary gear set connected to the set and the second planetary gear set and connected to the output shaft, respectively;

The first planetary gear set may include a first operating element connected to the input shaft and serving as an equivalent input element, a second operating element serving as a fixed element in a state in which rotation is constrained, and a power input from the input shaft. A third operating element acting as a transition output element in a state of outputting at a reduction ratio via the fixed action of the two operating elements;

The second planetary gear set and the third planetary gear set may include a fourth operating element acting as a transition input element selectively receiving power from the third operating element as a reduction ratio, or a fixed element in a state in which rotation is restricted. And sharing a fifth operating element acting as a transition input element selectively receiving power from the third operating element as a reduction ratio, the operating element between the second planetary gear set and the third planetary gear set, wherein the input shaft A sixth actuating element acting as an equivalent input element selectively receiving power as a constant velocity ratio from or a fixed element in a state in which rotation is constrained, and an actuating element between the second planetary gear set and the third planetary gear set. Are shared with each other, and are connected to the output shaft to share the power input from the input shaft through the interaction between the first, second, third, fourth, fifth, and sixth operating elements. A seventh operating element serving as an output element for converting into an appropriate transmission ratio and outputting it;

The input shaft and the sixth operating element, and the third operating element and the fourth and fifth operating element are respectively selectively connected through a clutch means to transfer the power provided from the input shaft to an equivalent transition or a deceleration transition. To;

The fourth operating element and the sixth operating element may be connected to each other by a transmission case and a brake means, and configured to perform rotational restraint of the corresponding operating element.

According to the six-speed power train of the automatic transmission according to the present invention, the sixth forward speed and the first speed of the reverse speed can be implemented with a simple structure, and the volume and overall length of the automatic transmission can be reduced, thereby reducing the weight and manufacturing cost of the automatic transmission. It is possible to reduce the pressure, improve the mountability on the vehicle, and improve the lubrication and cooling of the automatic transmission.

In the shift control for each shift range of the D range, one clutch is operated from 1 to 4 speeds, and the other clutch is operated from the D range 4 speeds to 6 speeds. The control of releasing only the element and fastening the other friction element not only facilitates the shift control, but also facilitates the skip shift.

In addition, since the one-way clutch serves to convert the operating element into a fixed element in the D range 1 speed, if only the clamping pressure is provided to the newly engaged operating element when shifting from the D range 1 speed to the 2 speed, Since the automatic release is performed in the operating element fixed by the clutch, the shift control can be facilitated.

In addition, in the present invention, the output shaft can be arranged on the same axis as the input shaft, when the six-speed power train in the longitudinal direction in the engine room, the output shaft is capable of power transmission to the rear wheels through a separate propulsion shaft, It can be easily applied to a vehicle of electric tube rear wheel drive (FR).

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in Figures 1 to 3, the six-speed power train of the automatic transmission according to the present invention is the input shaft 10 receives the rotational force of the engine from the engine through the torque converter, and the first shaft connected to the input shaft 10 A second planetary gear set PG-2 connected to the planetary gear set PG-1, the input shaft 10, and the first planetary gear set PG-1, respectively, and connected to the output shaft 20; And a third planetary gear set PG-3 connected to the first planetary gear set PG-1 and the second planetary gear set PG-2 and connected to the output shaft 20, respectively.

First, the first planetary gear set PG-1 is a deceleration planetary gear set that decelerates and outputs a rotation input from the input shaft 10. The first planetary gear set PG-1 is always connected to the input shaft 10 to act as an equivalent input element. The first operating element N1, the second operating element N2 acting as a fixed element in which the rotation is always restrained, and the power received from the input shaft 10 is fixed to the second operating element N2. It is provided with a third operating element (N3) which acts as a transition output element in a state of always outputting at a reduction ratio via a medium.

The second planetary gear set PG-2 and the third planetary gear set PG-3 are non-decelerated rotation input through the input shaft 10 and the first planetary gear set PG-1. A composite planetary gear set that receives a deceleration rotation through the output shaft 20 and converts it into a gear ratio of multiple stages through the output shaft 20, wherein the second planetary gear set PG-2 and the third planetary gear set PG-3 Each share two actuating elements to form four independent actuating elements.

That is, the second planetary gear set PG-2 and the third planetary gear set PG-3 are rotation input elements or selectively rotated to selectively receive power from the third operating element N3 as a reduction ratio. A fourth actuating element N4 acting as the fixed element in the constrained state, a fifth actuating element N5 acting as a transition input element selectively receiving power from the third actuating element N3 as a reduction ratio, Any one of the operating elements between the second planetary gear set PG-2 and the third planetary gear set PG-3 is mutually shared, and selectively receives power from the input shaft 10 as a constant velocity ratio. A sixth operating element N6 acting as an equivalent input element or a fixed element in which rotation is constrained, and between the second planetary gear set PG-2 and the third planetary gear set PG-3. The other of the operating elements of the mutual sharing, and connected to the output shaft 20 is the first, second, third, fourth And 5, 6, which acts as an output element for converting the power input from the input shaft 10 into an appropriate transmission ratio through the interaction between the operating elements N1, N2, N3, N4, N5, and N6. It consists of seven operating elements (N7).

In addition, between the input shaft 10 and the sixth operating element (N6), and between the third operating element (N3) and the fourth and fifth operating elements (N4, N5) are respectively selectively via a clutch means. Is connected to transfer power provided from the input shaft 10 to an equivalent transition or a deceleration transition.

On the other hand, the fourth operating element (N4) and the sixth operating element (N6) are connected via the transmission case 30 and the brake means, respectively, to perform the rotational restraint of the corresponding operating element.

Here, the first, second and third planetary gear sets (PG-1, PG-2, PG-3) are the first planetary gear set (PG-1), the second from the engine side to which the input shaft 10 is connected The planetary gear set PG-2 and the third planetary asset set PG-3 are arranged in this order. The first planetary gear set PG-1 and the third planetary gear set PG-3 are composed of a single pinion planetary gear set, and the second planetary gear set PG-2 is a double pinion planetary gear set. It consists of.

According to an embodiment of the invention, the first operating element (N1) is made of a first ring gear (R1) of the first planetary gear set (PG-1), the second operating element (N2) is The first sun gear S1 of the first planetary gear set PG-1 is formed, and the third operating element N3 is formed of the first carrier C1 of the first planetary gear set PG-1. The fourth operating element N4 is formed of the third sun gear S3 of the third planetary gear set PG-3, and the fifth operating element N5 is the second planetary gear set PG. A second sun gear S2 of -2), and the sixth operating element N6 includes the second carrier C2 and the third planetary gear set PG of the second planetary gear set PG-2. The third carrier C3 of -3) is connected, and the seventh operating element N7 includes the second ring gear R2 and the third planetary gear of the second planetary gear set PG-2. The third ring gear R3 of the set PG-3 is connected to each other.

In this case, the first ring gear R1 is directly connected to the input shaft 10, and the second ring gear R2 and the third ring gear R3 are directly connected to the output shaft 20.

According to an embodiment of the present invention, the clutch means comprises a first clutch (C-1), a second clutch (C-2) and a third clutch (C-3), the brake means is a first brake ( B-1) and the second brake B-2.

The fourth actuating element N4 is selectively variably connected to the third actuating element N3 via the first clutch C-1 as a reduction ratio and via the first brake B-1. Is selectively variably constrained to the transmission case 30, and the fifth actuating element N5 is selectively variably connected to the third actuating element N3 as a reduction ratio via the second clutch C-2. The sixth operating element N6 is selectively variably connected to the input shaft 10 at a constant velocity ratio via the third clutch C-3, and the second brake B-2 is used as the medium. It is selectively variably constrained to the transmission case 30.

In this case, the sixth operating element N6 is selectively provided to the transmission case 30 via a one-way clutch OWC installed in parallel with the second brake B-2 on the transmission case 30. Are variable constrained.

According to an embodiment of the present invention, a path through which power is transmitted from the input shaft 10 to the first, second, and third planetary gear sets PG-1, PG-2, and PG-3 may include the first operating element. A first input path inputted to the fifth operating element N5 at a reduction ratio via N1) and the third operating element N3, and the first operating element N1 and the third operating element N3; The second input path is input to the fourth operating element N4 at a reduction ratio, and the third input path is input to the sixth operating element N6 at a constant speed ratio.

In this case, the second clutch (V) which variably connects between the third operating element (N3) and the fifth operating element (N5), respectively, in the D ranges 1, 2, 3, and 4 in the D ranges. It is set by the operation of C-2).

In addition, the first input clutch C− may variably connect the third operating element N3 and the fourth operating element N4 at the D ranges 3, 5 speed, and R range, respectively. Is set by the operation of 1).

In addition, the third clutch C-3 variably connects the first operating element N1 and the sixth operating element N6 at D speeds 4, 5, and 6, respectively. ) Is set by the operation.

According to an embodiment of the present invention, the path from which power is cut off in the first, second, and third planetary gear sets PG-1, PG-2, and PG-3 includes the sixth operating element N6 and the transmission case. And a first blocking path for connecting between 30 and a second blocking path for connecting between the fourth operating element N4 and the transmission case 30.

In this case, the first blocking path is set by the operation of the one-way clutch OWC which variably restrains between the sixth operating element N6 and the transmission case 30 in the D range 1 speed.

In addition, the first blocking path is operated by the second brake B-2 which variably restrains the sixth operating element N6 and the transmission case 30 in the R range and the L range, respectively. Preferably, the first blocking path is implemented by preventing the reverse rotation of the sixth operating element N6 by the operation of the one-way clutch OWC in the D range 1 speed. In addition, the first blocking path is implemented in the R and L ranges through the restraint of forward / reverse rotation with respect to the sixth operating element N6 by the operation of the second brake B-2, respectively.

In addition, the second blocking path is driven by the operation of the first brake B-1 which variably restrains the fourth operating element N4 and the transmission case 30 in the D ranges 2 and 6, respectively. Is set.

According to an exemplary embodiment of the present invention, each of the operating elements operates the second clutch C-2 and the one-way clutch OWC in the D range 1 speed, and the second clutch C in the D range 2 speed. The first brake B-1 is operated (in this case, the one-way clutch OWC is naturally released) while the second clutch C- is operated in the D range 3 speed. The first clutch C-1 is operated while the first brake B-1 is released while the operation of 2) is maintained, and the second clutch C-2 is operated in the D range 4 speed. The third clutch C-3 is operated while the first clutch C-1 is released in this maintained state, and the operation of the third clutch C-3 is maintained in the D range 5 speed. The first clutch C-1 is operated while the second clutch C-2 is released, and the first clutch C-1 is maintained in the D range 6 speed. Clutch (C-1) When the first brake (B-1) is operated while the release is released, the first clutch (C-1) and the second brake (B-2) is operated in the R range is shifted.

According to an embodiment of the present invention, the output shaft 20 is arranged to be spaced apart from each other on the same axis line with the input shaft 10, when the six-speed power train in the longitudinal direction in the engine room, the output shaft 20 Since the power transmission is possible to the rear wheels through a separate propulsion shaft, it is possible to apply the six-speed power train of the present invention to the vehicle of the electric tube rear wheel drive (FR).

In addition, the first clutch C-1 and the second clutch C-2 are connected to the first carrier C1 in parallel, and the third clutch C-3 is connected to the input shaft 10. It is connected in parallel, the first clutch (C-1) and the first brake (B-1) is connected in parallel with the third sun gear (S3), the second brake (B-2) and the one-way The clutch OWC is connected in parallel with the third carrier C3.

Hereinafter, the shift process for each shift stage in the six-speed power train of the automatic transmission according to the present invention will be described as the ratio of the speed by lever analysis.

-D range 1 speed

As shown in FIG. 4, in the D range 1 speed, the second clutch C-2 and the one-way clutch OWC operate as fastening elements, respectively.

When an input is made to the first operating element N1 through the input shaft 10, the fifth operation is decelerated through the third operating element N3 by using the second operating element N2 as a fixed element. The input transitioned to the element N5 and the input transitioned to the fifth operating element N5 are decelerated through the seventh operating element N7 with the sixth operating element N6 as a fixed element, so that the output shaft 20 Will be displayed.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is transferred to the second sun gear (S2) of the second planetary gear set (PG-2) via the second clutch (C-2), the second sun gear (S2) The speed is transferred to the second planetary gear after the second deceleration through the second ring gear (R2) as the second carrier (C2) acts as a fixed element by the operation of the one-way clutch (OWC). The speed transferred to the third ring gear R3 of the set PG-3, and the speed transferred to the third ring gear R3 is controlled by the operation of the one-way clutch OWC by the third carrier C3. As the fixed element acts as a fixed element, it is output at the D range 1 speed through the output shaft 20 at the speed transferred from the second ring gear R2.

-D range 2 speed

As shown in FIG. 5, in the D range 2 speed, the first brake B-1 operates as a fastening element while the operation of the second clutch C-2 is maintained. At this time, the one-way clutch OWC is naturally released.

When an input is made to the first operating element N1 through the input shaft 10, the fifth operation is decelerated through the third operating element N3 by using the second operating element N2 as a fixed element. The input transitioned to the element N5 and the input transitioned to the fifth operating element N5 are decelerated through the seventh operating element N7 with the fourth operating element N4 as a fixed element, so that the output shaft 20 Will be displayed.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is transferred to the second sun gear (S2) of the second planetary gear set (PG-2) via the second clutch (C-2), the second sun gear (S2) The speed is transferred to the second ring gear (R2) and the third ring gear (R2) by the interaction between the second planetary gear set (PG-2) and the third planetary gear set (PG-3). R3) is output via the output shaft 20 at D speed 2 speed.

In this case, the speed output through the output shaft 20 is greater than the speed of the second sun gear S2 as the third sun gear S3 acts as a fixed element by the operation of the first brake B-1. It becomes low state.

D range 3-speed

As shown in FIG. 6, in the D range 3 speed, the first clutch C-1 is released while the first brake B-1 is released while the operation of the second clutch C-2 is maintained. It acts as a fastening element.

When an input is made to the first operating element N1 through the input shaft 10, the second operation element N2 is fixed to the first operating element N3 as the fixed element to decelerate first. An input that is simultaneously transitioned to a fourth operating element N4 and a fifth operating element N5, and simultaneously transferred to the fourth operating element N4 and a fifth operating element N5 is configured to move the seventh operating element N7. Through the first decelerated level is maintained as it is output to the output shaft (20).

That is, the output through the third ring gear R3 is output at the D range 3 speed while maintaining the level decelerated in the first carrier C1.

D range 4-speed

As shown in FIG. 7, in the D range 4 speed, the third clutch C-3 is released while the first clutch C-1 is released while the operation of the second clutch C-2 is maintained. It acts as a fastening element.

When an input is made to the first operating element N1 through the input shaft 10, the fifth operation is decelerated through the third operating element N3 by using the second operating element N2 as a fixed element. The input of the input shaft 10 is transferred to the sixth operating element N6 as it is.

Accordingly, the speed output to the output shaft 20 through the seventh operating element N7 is smaller than the speed of the input shaft 10 and larger than the speed of the third operating element N3.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is transferred to the second sun gear (S2) of the second planetary gear set (PG-2) via the second clutch (C-2), the second planetary gear set The input of the input shaft 10 is transferred at constant velocity to the second carrier C2 of PG-2.

As a result, an input shifted to a reduction gear ratio to the second sun gear S2 of the second planetary gear set PG-2 and an equivalent transition to the second carrier C2 of the second planetary gear set PG-2. Input is via the second ring gear (R2) and the third ring gear (R3) by the interaction between the second planetary gear set (PG-2) and the third planetary gear set (PG-3). It is output at the D range 4 speed via the output shaft 20.

-D range 5 speed

As shown in FIG. 8, in the D range 5 speed, the first clutch C-1 is released while the second clutch C-2 is released while the operation of the third clutch C-3 is maintained. It acts as a fastening element.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input of the input shaft 10 is transferred to the sixth operating element N6 as it is.

Accordingly, the speed output to the output shaft 20 through the seventh operating element N7 is greater than the speed of the input shaft 10.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is transferred to the third sun gear (S3) of the third planetary gear set (PG-3) via the first clutch (C-1), the second planetary gear set The input of the input shaft 10 is transferred at constant velocity to the second carrier C2 of PG-2.

As a result, an input shifted to the third sun gear S3 of the third planetary gear set PG-3 at a reduction ratio and an equivalent transition to the second carrier C2 of the second planetary gear set PG-2. Input is via the second ring gear (R2) and the third ring gear (R3) by the interaction between the second planetary gear set (PG-2) and the third planetary gear set (PG-3). An overdrive is output at the D range 5 speed through the output shaft 20.

-D range 6 speed

As shown in FIG. 9, in the D range 6 speed, the first brake C-1 is released while the first clutch C-1 is released while the operation of the third clutch C-3 is maintained. It acts as a fastening element.

The input of the input shaft 10 is transferred to the sixth operating element N6 as it is, and the input transferred to the sixth operating element N6 is increased by using the fourth operating element N4 as a fixed element. It is output to the output shaft 20.

That is, the third clutch C-3 is disposed in the second carrier C2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3. The input of the input shaft 10 is transferred at constant speed as it is.

Accordingly, in the third planetary gear set PG-3, the constant speed input of the input shaft 10 input to the third carrier C3 causes the third sun gear S3 to receive the first brake B-1. By acting as a fixed element by the operation of)) the output through the third ring gear (R3) is increased to the overdrive output to the D range 6 speed.

R range

As shown in FIG. 10, in the R range, the first clutch C-1 and the second brake B-2 operate as fastening elements, respectively.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input transitioned to the element N4 and the input transitioned to the fourth operating element N4 are reversed through the seventh operating element N7 with the sixth operating element N6 as a fixed element, thereby reversing the output shaft 20. Will be displayed.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier C1, the first gear C-1 is transferred to the third sun gear S3 of the third planetary gear set PG-3.

Accordingly, in the third planetary gear set PG-3, the deceleration input of the first carrier C1 inputted to the third sun gear S3 through the first clutch C-1 is the third carrier. As (C3) acts as a fixed element by the operation of the second brake (B-2) is second-decelerated through the third ring gear (R3) is output in the reverse direction through the output shaft (20).

1 is a schematic diagram showing a configuration for a six-speed power train of an automatic transmission according to the present invention.

Figure 2 is an analysis diagram showing the configuration of each operating element for the six-speed power train of the automatic transmission according to the present invention.

Figure 3 is an operating element table showing the operating state of the friction element for each shift stage for the six-speed power train of the automatic transmission according to the present invention.

4 to 10 is a lever analysis diagram showing the speed relationship for each shift stage for the six-speed power train of the automatic transmission according to the present invention.

Claims (17)

The first planetary gear set PG-1 connected to the input shaft 10 and the second planetary gear set connected to the output shaft 20 and connected to the input shaft 10 and the first planetary gear set PG-1, respectively. PG-2 and a third planetary gear set PG-3 connected to the first planetary gear set PG-1 and the second planetary gear set PG-2 and connected to the output shaft 20, respectively. ), Including; The first planetary gear set PG-1 is connected to the input shaft 10 to act as an equivalent input element, and a first actuating element N1 and a second actuating element acting as a fixed element in which rotation is constrained. (N2) and a third operating element (N3) that acts as a transition output element in a state of outputting the power input from the input shaft (10) at a reduction ratio via the fixing action of the second operating element (N2). To; The second planetary gear set PG-2 and the third planetary gear set PG-3 are transition input elements selectively receiving power from the third operating element N3 as a reduction ratio, or optionally rotation is constrained. A fourth operating element N4 acting as a fixed element in a closed state, a fifth operating element N5 acting as a transition input element selectively receiving power from the third operating element N3 as a reduction ratio, and the fifth Equivalent input element or optional sharing the operating element between the two planetary gear set (PG-2) and the third planetary gear set (PG-3), and selectively receives power from the input shaft 10 as a constant velocity ratio The sixth operating element (N6) and the operating element between the second planetary gear set (PG-2) and the third planetary gear set (PG-3) that acts as a fixed element of the rotation is constrained by And the first, second, second, third, fourth, fifth, sixth operating elements N1, N2, N3, N4, N5, and N6 connected to the output shaft 20. The interaction thereof with parameters and a seventh operating element (N7) to the action of a driving force input from the input shaft 10 to the output element, which converts to an appropriate gear ratio; Between the input shaft 10 and the sixth operating element N6 and between the third operating element N3 and the fourth and fifth operating elements N4 and N5 are selectively connected via clutch means, respectively. Transferring power provided from the input shaft (10) to an equivalent transition or a deceleration transition; The fourth operating element N4 and the sixth operating element N6 are connected to the transmission case 30 and the brake means, respectively, so as to perform rotational restraint of the corresponding operating element. Genus power train. The method according to claim 1, The first, second and third planetary gear sets PG-1, PG-2, and PG-3 may include the first planetary gear set PG-1 and the second planetary gear from the engine side to which the input shaft 10 is connected. The set PG-2 and the third planetary gear set PG-3; The first planetary gear set PG-1 and the third planetary gear set PG-3 are composed of a single pinion planetary gear set, and the second planetary gear set PG-2 is a double pinion planetary gear set. A six-speed power train of an automatic transmission, characterized in that consisting of. The method according to claim 1, The first operating element N1 is composed of a first ring gear R1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-. The first sun gear (S1) of 1), the third operating element (N3) is made of a first carrier (C1) of the first planetary gear set (PG-1), the fourth operating element ( N4) is formed of the third sun gear S3 of the third planetary gear set PG-3, and the fifth operating element N5 is the second sun gear (PG-2) of the second planetary gear set PG-2. S6), and the sixth operating element N6 includes a second carrier C2 of the second planetary gear set PG-2 and a third carrier of the third planetary gear set PG-3. C7) is connected to each other, and the seventh operating element N7 includes the second ring gear R2 of the second planetary gear set PG-2 and the third planetary gear set PG-3. 6-speed power train of the automatic transmission, characterized in that made by connecting the three-ring gear (R3). The method according to claim 3, The first ring gear (R1) is connected to the input shaft 10, the second ring gear (R2) and the third ring gear (R3) of the automatic transmission, characterized in that connected to the output shaft (20). 6-speed power train. The method according to claim 3, The fourth operating element N4 is variably connected to the third operating element N3 via the first clutch C-1 as a reduction ratio, and the transmission case (1) via the first brake B-1. 30, the fifth operating element N5 is variably connected to the third operating element N3 as a reduction ratio via the second clutch C-2, and the sixth operating element N6. Is variablely connected to the input shaft 10 at a constant speed ratio via a third clutch C-3, and is variably constrained to the transmission case 30 via a second brake B-2. Six-speed power train with automatic transmission. The method according to claim 5, The sixth operating element N6 is variably constrained to the transmission case 30 via a one-way clutch OWC installed in parallel with the second brake B-2 on the transmission case 30. 6-speed power train with automatic transmission. The method according to claim 6, The path through which power is transmitted from the input shaft 10 to the first, second and third planetary gear sets PG-1, PG-2, and PG-3 is the first operating element N1 and the third operating element. A first input path input to the fifth operating element N5 at a reduction ratio via N3, and the fourth operating element N4 via the first operating element N1 and the third operating element N3; And a third input path inputted at a reduction ratio, and a third input path inputted at a constant speed ratio to the sixth operating element (N6). The method according to claim 7, The second clutch C-2 which variably connects the third operating element N3 and the fifth operating element N5 in the D ranges 1,2, 3, and 4, respectively, in the D ranges 1,2,3,4. 6-speed power train of the automatic transmission, characterized in that it is set by the operation. The method according to claim 7, The first input clutch C-1 for variably connecting the third operating element N3 and the fourth operating element N4 at the D ranges 3, 5 speed and R range, respectively. The six-speed power train of the automatic transmission, characterized by the operation of. The method according to claim 7, The third input path of the third clutch C-3 variably connects between the first operating element N1 and the sixth operating element N6 in the D ranges 4, 5, and 6, respectively. 6 speed power train of an automatic transmission, characterized by operation. The method according to claim 6, The path from which power is cut off in the first, second and third planetary gear sets PG-1, PG-2, and PG-3 is connected to the sixth operating element N6 and the transmission case 30. A sixth speed train of the automatic transmission, characterized in that it is set as a first cutoff path and a second cutoff path connecting the fourth operating element (N4) and the transmission case (30). The method according to claim 11, The first blocking path is set by the operation of the one-way clutch (OWC) that variably restrains between the sixth operating element (N6) and the transmission case 30 in the D range 1 speed. Six-speed power train with automatic transmission. The method according to claim 11, The first blocking path is set by the operation of the second brake B-2 which variably restrains between the sixth operating element N6 and the transmission case 30 in the R range and the L range, respectively. The six-speed power train of the automatic transmission, characterized in that. The method according to claim 11, The second blocking path is set by the operation of the first brake B-1 that variably constrains the fourth operating element N4 and the transmission case 30 in the D ranges 2 and 6, respectively. The six-speed power train of the automatic transmission, characterized in that. The method according to claim 6, Each of the operating elements operates the second clutch C-2 and the one-way clutch OWC in the D range 1 speed, and maintains the operation of the second clutch C-2 in the D range 2 speed. The first brake B-1 operates in the state, and the first brake B-1 is released while the operation of the second clutch C-2 is maintained in the D range 3 speed. The first clutch C-1 is released while the first clutch C-1 is operated and the operation of the second clutch C-2 is maintained in the D range 4 speed, so that the third clutch C-1 is released. -3) is activated and the first clutch C-1 is released while the second clutch C-2 is released while the third clutch C-3 is maintained in the D range 5 speed. The first brake B-1 is operated while the first clutch C-1 is released while the third clutch C-3 is maintained in the D range 6 speed. The first clutch C-1 in the range And the second brake (B-2) to operate the six-speed power train of the automatic transmission, characterized in that the shift is made. The method according to claim 2, The output shaft 20 is a six-speed power train of the automatic transmission, characterized in that arranged in the same axis and spaced apart from each other on the same axis line. The method according to claim 5, The first clutch C-1 and the second clutch C-2 are connected in parallel with the first carrier C1, and the third clutch C-3 is connected to the input shaft 10. The first ring gear R1 is connected in parallel with respect to the connection path, and the first clutch C-1 and the first brake B-1 are connected in parallel with the third sun gear S3. And the second brake (B-2) and the one-way clutch (OWC) are connected in parallel to the third carrier (C3).

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